Improvement in means for propelling canal-boats



2 Sheets--Sheet1.

Patented Aug. 4; 1874.

THE GRAPHIC CO.PHOTO-LITH.3B& 44 PARK PLACER UNITED STATES PATENT Orrxon;

CHARLES HOWARD, OF NEW YORK, N. Y.

IMPROVEMENT IN MEANS FOR PROPELLING CANAL BOATS-' Specification forming part of Letters Patent No. 153,772, dated August 4, 1874 application filed August 12, 1871.

To all whom it may concern:

Be it known that I, CHARLES HOWARD, of the city, county, and State of York, have invented a new and useful Improvement in Propelling Canal-Boats; and I do hereby declare that the following is a full, clear, and exact description of the same, reference being had to the accompanying drawing, forming a part of this specification, in which- Figure 1 represents a plan of a canal, showin g my improved method of arranging and holding the chain cables. Figs. 6 and 7 are side views of the canal-boat, showing modifications in the arrangement of the propellinggear. Figs. 8 and 9 are horizontal sections,- taken on the line k 75, Fig. 6. Fig. 10 is a vertical transverse section, taken on the line 0 k, Fig. 6. Fig. 11 is a horizontal section, taken on the line q q, Fig. 7. Fig. 12 is a vertical Eransverse section of the same on the line k g,

My invention will first .be fully described, and then pointed out in the claims.

It is to be used in connection with a chain cable, A, placed on the bottom of the canal, near one side, extending the whole length of each level and firmly secured at each end. When the commerce is large two such chains can be used, one at each side of the canal, one for the use of boats ascending and the other for descending boats, as indicated in Fig. 1, the arrow showing the direction of the boats connected with the cables. These chains may be kept in proper position wherever convex bends or curves occur in the canal by spars or braces B, one end of each of these spars or braces being secured to the chain A, and the other end to something firm on the bank or bottom of the canal, and being shackled at the banks, so that they can rise and fall with the chains. The spars prevent the chains from being drawn ashore on convex parts of the bank by the tension of tugs or boats that are moving or towing by it. On the concave side of a curve, where tension would draw the chain from the shore, a short guy-chain, 0, connecting the main chain A with the shore, may be used in place of a spar. Where the shore is irregular thespar or guy-chain can be attached to the bottom, or to a pile, or to anything else suitable and convenient.

In order to relieve the main chain from the strain of too many tugs on any one sect on of it, and to avoid the necessity of having a heavy chain on long levels, I use stay-chains D extending from near the end of the spar B, or from where it is attached to the main chain diagonally to the bank. Together with the spar, this chain constitutes a reliable brace, which relieves the main chain from the principal part of the strain beyond that point.

I place the propelling or driving wheelE on the side of the boat, and as near the bottom as practical, in order to avoid aloss of power by an undue lifting of the main chain, whlch would cause it to lead downward instead of more directly ahead. This wheel is put 1n this position also to enable me to use the spars which keep the chain in position. The periphery of the driving-wheel is grooved. The bottom and sides of the grooves are provided with alternate notches and projections to fit the chain cable, so that when the wheel is turned while the chain is lying in its groove the boat is propelled by the traction of the wheel on the chain, the chain being stationary or firmly secured at the end of each level. In order that the driving-wheel may pass the spars and guy-chains attached to the main chain without obstruction, the outside disk of the Wheel is made with a serrated or spokelike periphery, which corresponds Wltlhtllfi links of the chain and with the indentations made in the bottom and sides of the groove, n which the chain runs on said wheel that ls, the part of the periphery of the wheel outside is out down to the bottom of the groove, where each alternate link of the chain comes to allow the spars and guy-chains to enter between the projections of the wheel without lifting the main chain from its bed or groove on the wheelthus allowing the boat to pass the spars and guy-chainswithout hindrance. The projections in the periphery of the wheel at the same time guide and keep the chain in its place on the wheel.

G is a leading or binding wheel, to be used whenever great traction is needed, while there is a heavy strain on the tug-line from towing a large number of loaded boats, and also to keep the chain down on the driving-wheel when turning sharp curves in the canal. This wheel G is made light, with a small smooth hub, where it runs on the chain, and with a large deeply-toothed flange on the outside or side from the boat to guide the chains. This flange is cut away in the same manner as the periphery of the drivingwheel, and much deeper, in order to pass spars and guy-chains without hindrance. This spoke-like flange of the binding-wheel G keeps the main chain in its place on the driving-wheel, the chainlrunning under the binding-wheel and over the driving-wheel. H is a vertical slide, to which the wheel G is attached by a gudgeon, d, on which the wheel turns. wheel, made to slideup and down in averticallygrooved section, 6, provided for that purpose in the side of the boat; and secured by a bolt or catch, f.- The slide with its wheel is removed by hand and laid on deck when passing looks or when a binder is not required. In lieu of the above, the wheel G may be attached by a gudgeon to the'end of a le'; ver that is secured to the side of the boat by a pivot acting as a fulcrum, the opposite end ofithe lever being worked by hand, so that the wheel can. be pressed down on the chain or raised at pleasure.

I do not confine myself to this particular manner of using or rigging the driving-wheels.

They may be made to run over the chain, the traction being on the bottom side of the driving-wheel, and the chain being held up to it by other wheels under the chain.

In order to overcome the difficulty of steering a boat when the propelling-power is exerted entirely on one side, and at the same time a heavy strain on the tug-line which is attached to boats being towed, I adopt the following plan: First, I fasten the tugline, or the auxiliary steering apparatus or regulator I to which the tug-line is attached, on the side of the deck or gunwale of the'boat, as near as practicable over the propelling-wheel, at the point where the power from the wheel is applied to the main chain by which the boat is drawn ahead. By thus having the tug-line J or the apparatus 1, to

which the tug line is attached, directly over the place where the power is exerted to propel the boat, it allows the boat perfect freedom to swing around on this center of power, and to be quite easily governed by her helm. Second, the apparatus I, above referred to, serves also as a regulator, by which the boat can be steered, and it can be set so that the boat will steer itself, notwithstanding the heavy strain from towing. This device obviates the necessity of keeping the helm hard over, which causes great loss of power by backwater of the rudder. I secure the forward end of this regulator I, as above indicated, by a bolt or pivot, g, to the side of the (leek or gunwale of the boat, as nearly as may be over the propelling-wheel. At the back end of said regulator is a belaying cleat, h, to which the tug-line J is attached. There is also attached to said regulator a lever or tiller,

This slide is with its it, by means of which the end to which the tug-line is attached may be moved" to right or left. This motion carries the tug-line to the right or left of the main chain and drivingwheel, and thus pulls the boats headaround to right or left when desired. This regulator may also be rigged in the manner shown in Fig. 4. This represents the tug-line J secured to a cleat, j, or anything stationary onthe boat above the driving-wheel, and the forward end of the regulator pivoted immediately behind said cleat or fastening of the tugline. There is a notch or loop, I, in the back end of the regulator for the tug-line to lie in, so that when the back end of the regulator is moved to right or left it will carry the bight of the line eitherway with the same effect as thoughthe end of the tug-line were attached directly to it, as in the former case.

In order to apply to the side of a boat that is so wide as to fill the lock a projecting wheel E, I adopt the plan illustrated in Figs. 6,9, and I0. The driving-wheel E is made to slide in automatically flush with the side of the boat 'while going through the locks, and to move back to it's projecting position without any attention of the crew. I make the main shaft F on which the driving-wheel E is mounted in two pieces, m and n. The driving-wheel is attached to the outer piece m that extends through the side of the boat, and the engine works on the inner piece a. One end of this inner piece a is made with a square hollow large enough to take in the end of the piece m, which is made square to fit said hollow. I place in the hollow of the inner shaft 11. a spiral spring, 0, which presses against the end of the side shaft 122. and keeps the drivingwheel and shaft outward in the working position, except when caused to move in by pressure from the outside of the boat, or when it is pressed in byashifting-lever,p,which is rigged and worked inside of the boat in the ordinary way of working a connecting-box or shaft.

It is, however, self acting when struck or pressed from the outside, especially when encased and connected as follows: L is a metallic case, of sufficient size to embrace the driving-wheel E, except upon the top and upper part of its face, where the case is cut awaysufficiently to admit the running of the main chain Aon the wheel. This caseL is perforated to admit the shaft F to pass through. The driving-wheel E is placed into this case, and both the wheel and the case are shipped onto the end of the shaft together. The wheel is secured to the shaft, but the case is loose thereon, so that the wheel is turned by the enginewhile the case is stationary. On the forward side or periphery of this case is a camshaped flange extending forward and downward. There is a corresponding groove or slot in the side of the boat, in which the inner side or edge of this flange 1' rests, and by which the case is kept in its proper position, and from turning while the wheel is in motion. Whenever the flange is pressed on its outer edge by going into a lock or otherwise, the wedge-like form of the flange shoves back the case and wheel into the circular recess and flush with the outside of the boat. This case and flange also protects the wheel from ropes and enables the boat to pass over the tow-lines with perfect ease and certainty.

The foregoing moving or sliding shaft and wheel are needed only when the boats are so made as to entirely fill the looks, so that there is not room for the wheel outside when going through; but where there is sufficient room I make the shaft in one piece from engine to wheel.

In buildingnew boats I build them with a longitudinal step or depression, 8, as in Figs. 7 and 12, as deep as the thickness of the driving-wheelsay, three or four inches deep-extending fore and aft along the side of the boat, near the bottom, from a line even with the top of the driving-wheel to the bottom of the boat. This depression disappears when the boat narrows at the bow and stern. The driving-wheel being made so thin and projecting so slightly from the side of the boat, this recess can be made gradual, as to show but little unevenness on theside of the boat, and it is always under water, except when the boat is entirely light or without cargo. Where tlie wheel and shaft are thus not lengthwise adjustable or made to slide inward I protect the wheel by a semicircular case or convex disk, M, secured to the side of the boat and inclosing only the lower part of the wheel. This case is made in such form as to allow tow-lines to pass without obstruction, and to ward off logs or other obstructionsfrom the wheel.

Fig. 10 shows the sliding-wheel and case L projectingfrom the side of the boat, while in Fig. 9 the same are represented as being'drawn recess in the side of the boat, substantially as and for the purpose set forth.

3. The shaft F, made in two sections, m and n, in combination with the spring 0 and driving-wheel E, substantially as and for the purpose set forth.

4. The regulator I, constructed substantially as described, and when pivoted directly over the driving-wheel E, all substantially as and for the purpose set forth.

CHARLES HOWARD.

Witnesses:

GEORGE W. MABEE, T. B. Mosnnn. 

